Rotary engine.



No. 694,763. Patented Mar. 4, 1902. H. LIETHEGENER &. A. KLEMM.

ROTARY-ENGINE.

(Application filed Dec. 19, 1900.)

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Patented Mar. 4

H. LIETHEGENEB &. A. vKLEMM.

ROTARY ENGINE.

(Application filed Dec. x9,'19oo.

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No. 694,763. Patented Mar. 4, I902. H. LIETHEGEI QEB & A. KLEMM.

ROTARY auame.

{Application filed. Dec. 19, 1900.)

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WAQKWN {(F UNITED STATES,

PATENT OFFICE.

HENRY LIETHEGENER AND AljAM KLEMM, OF s r. Louis, MISSOURI; SAID KLEMMASSIGNOR TO SAID LIETHEGENER.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent No. 694,763, dated March l,1902.v g Application filed December 19, 1900. Serial No. 40,381. (Nomodel.)

To all whom it may concern:

Be it known that we, HENRY LIETHEGENER and ADAM KLEMM, citizens of theUnited States, residing at the city of St. Louis, State of Missouri,haveinvented a certain new and useful Improvement in Rotary Engines, of

Figure 1 is a vertical cross-'sectional'view' through our improvedrotary engine. Fig. 2 is a longitudinal vertical sectional view throughthe same. Fig. 3 is a detailed sectional view through one of thesteam-chests and its valve rnehanism. Fig. at is a horizontal sectionalviewthrough the plunger, showing the manner of arranging the packingthereon. Fig. 5 is a top plan View, partly in section, of our improvedengine. Fig. 6 is a front elevational view of the upper portion of theengine. Fig. 7 is a horizontal sectional view showing the arrangement ofthe pressure-regulating cylinder. Fig. 8 is an enlarged detailed viewshowing the piston-head in section. Fig. 9 is an enlargedcross-sectional view of the plunger. Fig. 10 is an enlargedcross-sectional view on line 10 10, Fig. 8. Fig. 11 is a top plan viewof the pistonhead; and Fig. 12 is a sectionalview on line 12 12, Fig.10.

This invention relates to a new and useful improvement in rotaryengines, an object being to simplify the construction of devices of thecharacter described.

Another object is to so construct the engine that the steam is utilizedtosuch an extent that its pressure is wholly taken advantage of, theexhaust coming from the engine being at approximately atmosphericpressure.

- Another object is to provide means to au tomatically control theinlet-port of the engine to regulate the availablearea'ofsaid inlet-portwith relation to boiler-pressure.

With these objects in view the invention consists in the construction,arrangement, and combination of the several parts, all as willhereinafter be described, and afterward pointed out in the claims.

In the drawings we havef'shown two cylin= ders A, mounted side ,by side,through which passes a shaft B, this shaft having mounted upon it rotarypistons C. These pistons are preferably lightened, and appropriatepacking is'arranged at the side edges of the periphery thereof forpurposeswell understood. Each of these cylinders is thickened somewhatat the top for adording a suitable mount for the steam-chest and movableparts for controlling the'adniission and exhaust to and from the engine,in addition to which said thickened portions are preferably cored orprovided in some suitable manner with ducts or passages leading to andfrom the respec tive cylinders.

In describing the valve mechanism we will refer to such mechanism asused in connection with a single cylinder, it being under stoodthat suchmechanism is duplicated with respect to the other cylinder.

D indicatesa cam mounted upon the shaft 13, in the groove of which isarranged a roller eon a pitmanEfsaid pitman being guided in its movementby suitable guideways arranged upon the head of the cylinder. The upperend of this pitrnan is connected to a lever F, pivoted at ffthe outer orfree end of said lever being connected to a plunger G, which plunger inthe operation of the engine is reciprocated and when in operativeposition closes the space between the cylinder and piston, thusado'rding an abutment. In order to relieve the cam-operated pitman fromliftiug the entire weight of plunger G, we-prefer to provide anupwardly-extending stein g on the plunger, which passes through theguiding-yoke thereof, a spring g being employed above the yoke and underanut on the upper end of the stem, the tension of which spring isconstantly exerted to lift the plunger, this tendency serving to balancethe plunger, ren dering its operation comparatively easy. The cam-groovein the cam D is practically concentric throughout its length, with theexception of one point, at which pointit forces the pitman E to raisethe plunger G at a time when the piston-head H is passing under theplunger. 7 I indicates an eccentric whose rod 'L is connected to across-head and by means of a suit= ICO able pitman 11 to a rock-arm j,arranged upon a rock-shaft, upon which shaft is mounted an oscillatingslotted frame J. This frame J'carries a block adjustable longitudinallythe frame through the medium of a threaded rod 70. Block 7- has a link70 pivotally mounted thereon, which link connect-s with a rod 70 saidrod operating a slide-valve K, mounted in the steam-chest K. This valveK controls the inlet-ports 1 leading to both cylinders, the operation ofsaid slide-valve being such as to alternately open and close saidinletports. Each inlet-port 1 opens into its respective cylinder nearthe plunger G, and when steam is admitted therethrough when the partsare in the position shown in Fig. 1 the steam will force the piston-headH around in the direction of the arrow, the admission of steam behindthe piston-head being controlled by the length of time that the valve Kpermits the particular inlet-port in question to remain open. The throwof the eccentric I, and consequently the rocking or oscillation of theframe J, is fixed, and when the engine is in operation the movement ofthese parts occurs at a predetermined time and to a fixed limit. Toadjust the movement of valve K from the certain movement of the rockingframe J, a wrench (preferablyasocket-wrench) is applied to the threadedrod is and said rod rotated, so as to adjust the pivotal point of thelink 70 nearer to or farther from the rockshaft upon which the frame Jis mounted. Of course it is understood that the farther away the pivotalpoint of link k is from the axis of rotation of the frame J the greaterthe movement imparted to valve K, while, on the other hand, the nearerthe pivotal point of link or pitman K approaches the axis of movement ofthe frame J the less movement will be imparted to the valve K until thepivotal point of the pitman Z0 is coincident with or in axial alinementwith the axis of movement of the rocking frame J, when no movement willbe imparted to the valve K, said valve now remaining stationary,notwithstanding the rocking of frame J, and when stationary it willoccupy a flap position that is, closing the inlet-ports which itcontrols of both cylinders. Y I

. When steam is being admitted through the inlet-port 1, a rotary valveL is thrown into position to open the exhaust-port 2, which exhaust-portwhen the engine is running in the direction of the arrow shown in Fig. 1is constantly open. In the operation of the engine above described it isintended that the valve K, which may be termed a cut-off valve, willadmit a limited amount of steam, impartingan'initial impulse to thepiston-head, forcing said piston-head around under the direct action ofthe steam until the cut-off closes the port 1, the operation of thevalve K in closing this port being controlled by the position of thepivotal point of the link 70 relative to the axis of movement of theframe J. The piston-head is now forced around by the expansion of thesteam, and as the steam expands its pressure is reduced, so that by thetime the piston-head passes the exhaust-port 2 the pressure of the steamhas been reduced to apv proximately atmospheric pressure, the momentumof the piston carrying the head past plunger G, the plunger being raisedto permit of this, and when the piston passes the inletport anotherimpulse of steam is admitted therebehind and the operation above de-'scribed is repeated. Where there are two cylinders coupled together, thepiston-heads being relatively at diametrically opposite points, itfollows that when one piston-head is traveling 0n momentum the other isbeing impelled by the expansion of steam, so that at no time is momentumentirely relied upon to carry the engine past the position ofdeadcenter.

Referring now to Fig. 5, it will be observed that the rock-shaftactuated by the eccentric I carries a slotted frame J, corresponding inconstruction and movement to the frame J. This frame J controls a valveK corresponding to valve K, but controlling ports 1 lead ing into thecylinders near the plunger, but.

entering at the other side thereof with respect to the inlet-ports 1.Then valve K is being operated, valve K is stationary by adjusting thepivotal point of its operating-pitman to a position to coincide with theaxis of movement of the frame J, as before described. Valve K of courselaps ports 1 and no steam is admitted to the cylinders through theseports. When, however, it is desired to reverse the engine, the pivotalpoint of the 0perating-pitman of the valve K is adjusted to a positionto coincide with the axis of movement of the frame J, so that valve Kwill occupy a lap position to prevent the admission of steam through theports 1. The pivotal point of the operating-pitman of valve K is nowadjusted so that the relation between the frame J and said pitman willbe that necessary to vibrate the valve K and alternately admit and outoff steam through the inletports 1. \Vhen the frame J is thus activelyrelated to the attached pitman and the piston is being rotated in adirection reverse to that indicated by the arrow, it follows that theexhaust-ports 2 must be closed and the exhaustports 2 open. The desiredcontrol of the valves of these exhaust ports is effected through themedium of a handle L and a link Z, connecting the valves which controlthe exhaust-ports, so that when said handle L is operated to open theexhaust-port 2 the exhaustport 2 will be closed, and vice versa.

As shown in Fig. 7, the steam-chests containing the valves K and K areconnected or communicate with each other,steam being admitted to saidcommunicating chests through a pipe M. This pipeM enters a casing M, inwhich is located a slide-valve N. From the casing M the steam passesthrough an opening m into the connected chests containing the cut-oifvalves.

The valve N controls the IIC opening m, said valve being automaticallyactuated by mechanism to regulate the open "ing at according to theboiler-pressure of the steam entering the engine. The stem of valve N'isin the form of a piston-rod connected to a piston o in a cylinder 0, andin frontof the piston-head or plunger is arranged a spring Behind thisplunger is a pipe P,c0nnect ed directly with the source of steam-supply,the pressure thus admitted behind the plunger acting against theresistance of .the spring As this pressure inc'rcasesit follows that theplunger will be moved inwardly, forcing the valve N to reduce theavailable area of opening m for the admission of such high pressuresteam to the engine. Should the boiler-pressure decrease, the spring o'will 3 force the valve N rearwardly,so'as' loincrease the size ofopening m, and thus admit a greater amount of such lowepres'sure steamto theengine.' This automatic control of the volume of steam admitted tothe engine is highly desirable in that as the boiler-pres;

sure is not'always the same the speed of the engine would be lesssusceptible to any changes therein. In" the event of a widevariation-inthe boiler-pressure the throw "ofthe cut-oif valves K or Kshould be ad ju'sted to meet new conditions but the an-I toinaticcontrol of the volume of steam a d mitted to the engine will cause theengine to run at a more uniform speed, and thus dis-' pense withconstant attention in the way of manual adjustment of these cut-offs.

On account of the number of moving parts in a rotary engine and thegreat area of sur faces having contact with each Othel','Whl' 3hcontacting surfaces are to be made steamtight cont-act.

tight, it is highly desirable that a packing be employed which will notonly wear a long time, but which will accommodate itself un; der varyingconditionsnnd yet make a steam- Referring now to Figs. 2,4, 8 and 9, itwill be observed that the plunger G passes through an opening in the topof the cylinder, the ends of said plunger engaging the cylinderheads,while the -inner face of the plunger contacts with'the periphery of thepiston. v In order to make a steam-tight paoking to prevent the steam inthe cylinder passing heyond the plunger and out through the openingcontaining the plunger,- we arrange a'secthe same outwardly in alldirections.

tional frame Q in a channel formed in said plunger, behind whichsectional frame is a set of springs, preferably leafspringsg,which'exert a pressure against 'thefranieoto force y reference to Fig.4 itwillbe seen that the meeting edges of the sections of this frame, whichmeeting edges are located midwayfbe-y tween the ends andsides, arerabloeted, so

..that in filling the'openingthrough thetop of the casing this sectionalframe may expand without leaving'a pathway or exposed'crack' for theescape of steam therearound. In

addition 'to rabbeting the vertical faces of cylinder.

pressure is against the piston, A spring,1

preferably a leaf spring 'r, is arrangedahove the horizontal portion ofthispaoking, the ends of said spring hearing against the two sectionscomposing the packing, s6 as to force 7 them uniformly against theperiphery of the piston. The vertical end sections of the packing areshouldered, as at r, so as. to engage a projection on the body portionof the plunger, so that when said plunger is raised it will carrylhepacking with it, and thus p're-l vent the displacement thereof. Theseend sectionsare also forced outwardly against the sides of thecylinder-heads by means of-leafspringsr (See Fig. 9.) The piston-head H,

heretofore'deseribed, is of novel oonstrnction in that instead ofcarrying itspacking in grooves it is packed bymeans of an expansibleshoe, which practically forms an inclos-f ing shellforthe piston-head.The body 'ef the piston-head properis indicated ath'in, Fig. 10; wherethe inclosing' shell, or wearingshoe is designated by thereference-letter S Thisshoe is made up of two sections, each ofsaid'sections having an outer wearing-face s ofsdine considerableextent-,Qthefront and bacliedges' of which arerounded, so as to per-.mitsaild wearing-face to easily'pass over in terruptions inthe'periphery of the cylinder.

This wearing-face is also of such length as to practically bridge the"opening inyvhich the plunger is located'when in its resented. position.Each section of the wearing-shoe has front and back walls 3, connectedat the end of the piston-head by ane'nd wall 5 A spring 3 forces the endWalls laterally against the cylinder-heads to make close contacttherewith, while aspring s loears under the vvearf .ing-faces to'forcethe same in close contact with: the circumferential inner wall of theThe sections of this wearingshoe at their meeting edges are rahbetedorredu ced, so as to overlap each other, the over-,

as to form a shoulder 5 as shown in Figll. The packing of the piston isshown more lapped portions lying in different plane's",- so I clearly in'liigs. 2 andlO, itfconsisting of a T U -shaped ring T, forced laterallyagainst the cylinder-heads, bya set of coil-springs i, lo-,' fcated atconvenient points around the ring;

The channel in the ring'T opens outwardly and contains an expansiblering t, which has I a tendency to crowd the overhanging periphery of thepiston.

By this construction "ring T prevents the passage of steam from thechamber to the interior of the piston-cylinder chamber, while the ring tprevents said steam from passing under the overhanging portion beyondsaid ring and into the interior of the piston. I

As the shoe of the piston-head will move outwardly when worn, and thusleave a space at the periphery of the piston, we introduce apacking-strip U, (shown in Figs. 1 and 10,) which strip U is preferablysecured to the ring T and is received in a groove in the outer face ofthe end wall of the shell of the pistonhead. By this construction steamis prevented from passing beyond the piston-head when the shoe wears bycontact with the peripheryof the cylinder.

Referring now to Fig. 2, it will be seen that the cylindricalcylinder-casing is provided with shoulders Cb, against which fitcylinder-heads, so that a steam-tight joint is made at this pointbetween the said parts. The shoulder ais intended to obviate the use ofgaskets; but it is obvious that gaskets can be employed between theshoulder a and the inner face of the cylinder-head or between the flangeof the cylindrical casing and the flange of the cylinder-head, or atboth places, if desired.

As shown in Fig. 1, the periphery of the piston O is recessed, as at c,on each side of the piston-head, so that when the plunger is forced intothe cylinder it will not deliver an impacting blow upon the periphery ofthe piston, but will be arrested in its movement by the lever F, therecess affording a clearance and preventing actual contact of theplunger with the periphery of the piston until the piston has made apartial revolution.

We are aware that many minor changes in the construction, arrangement,and combination of the several parts of our engine may be made andsubstituted for those herein shown and described without in the leastdeparting from the nature and principle of our invention.

Having thus described our invention, what we claim, and desire to secureby Letters Patent, is

1. In a rotary engine, the combination with the cylinder and its pistonand piston-head, of a shaft upon which said piston is mounted, a cam onsaid shaft, a lever operated by said cam, a plunger to which said leveris connected, and a spring cooperating with said plunger tocounterbalance the weight thereof, substantially as described.

2. In a rotaryengine or the like, the combination with a cylinder, apiston carrying a piston-head and mounted upon a suitable shaft, aplunger, and means for operating said plunger, there being inlet-portsleading to different sides of said plunger, of means for reversing saidengine, said means including rocking frames, means for rocking saidframes, valves respectively controlling the said inlet ports, andconnections between said valves and said rocking frames,whereby thethrow of said valves can be adjusted and either valve brought to astationary position while its operating mechanism continues to move;substantially as described.

3. In a rotary engine, the combination with a plurality of cylinders, ashaft passing therethrough, pistons mounted on said shaft and carryingpiston-heads, plungers, and means for operating said plungers, and meansfor reversing said engine, said means including rocking frames, meansfor rocking said frames, cut-off valves respectively controllinginlet-ports leading to different sides of the plungers, and connectionsbetween said cutoff valves and said rocking frames, whereby the throw ofsaid valves may be adjusted and either valve brought to a stationaryposition while its operating mechanism continues to move, substantiallyas described.

4. In a rotary engine, the combination with the cylinder and its piston,of a piston-head arranged thereon, an inclosing shell or casing for saidpiston-head, which shellis composed of sections, springs cooperatingwith said sections and tending to force them in different directions, apacking-ring upon said piston and a packing-strip U secured to said ringand having its free end seated in a groove in the outer faces of the endwalls of said sections, substantially as described.

5. In a rotary engine, the combination with the cylinder and piston, ofa U-shaped packing-ring T, a spring for forcing said ring against thecylinder-heads, and an expansible ring 25' seated in the channel of thering T and bearing against the overhanging edge of the piston,substantially as described.

6. In a rotary engine, the combination with the cylinder and its pistoncarryinga pistonhead, of a plunger, and means for operating saidplunger, said piston having a recess in its periphery for receiving theplunger upon its introduction into the cylinder, substantially asdescribed.

7. In a rotary engine, the combination with the cylinder, of a pistonhaving a recess 0 and carrying a piston-head, a plunger, and means foroperating said plunger, substantially as described.

In testimony whereof we hereunto affix our signatures, in the presenceof two witnesses, this 15th day of December, 1900.

HENRY LIETHEGENER. ADAM KLEMM.

Witnesses:

WM. H. Soorr, A. S. GRAY.

